Gas-engine.



PATENTED SEPT. 18, 1906.

If. 0. PARWELL.

4 SHEETS-SHEET 1.

PATENTED SEPT. 18, 1906. F. O. FARWBLL.

GAS ENGINE.

APPLICATION FILED JAN.21,1901.

4 SHEETS-SHEET 2.

X (72/ & ZrwezzZZr PATENTED SEPT. 18, 1906.

F. 0. FARWELL.

GAS ENGINE.

APPLICATION FILED JAN.21,19[ )1.

4 SHEETS-SHBET 3.

N mung. II ||I| l/lllllllllllllll PATENTED SEPT. 18, 1906.

.P. 0. FARWBLL.

GAS ENGINE.

APPLICATION FILED JAN.21.1901.

4 SHEETSSHEET 4.

' vibrations incident to greater range of speed and to provide means perfect mixture of the charge that may issue my invention, and in whicha plan view below the line FAY OSCAR FARWELL,

OF DU BUQUE, IOWA.

4 GAS-ENGINE.

Application filed January '21,

Specification of Letters Patent.

Patented Sept. 18, 1906..

1901. ser'innaia sz.

To all whom it may concern:

Be it known that I, FAY OSCAR FARWELL, a citizen of the United States, residing at Dubuque, county of Dubuque, State of Iowa, have invented certain new and useful Improvements in Gas-Engines; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention relates to improvements in rotary engines, and-more particularly to explosive-gas engines.

The objects of my invention are to provide an engine of large power and high compression in which the cylinders revolve in a horizontal plane about a stationary axis, whereby the engine is caused to serveas its own flywheel, efi'ecting a more perfect mechanical balance and eliminating the objectionable the use of the ordinary type of engine when mounted on a yielding foundation as, for example, a motor-vehicle-to provide means for keeping the engine 0001 without the use of a water-jacket, to secure perfect combustion of the explosive charge under all conditions, to secure a for quickly changing the-speed, to deaden or reduce the noise of the exhaust, and to eliminate any smoke from burning oil or imfrom the cylinders. These and other objectsand advantages will appear in the following specification, particular reference being made to the accompanying drawings, illustrating Figure 1 is a perspective view of an engine of the four-cycle type. Fig 2 is a plan view thereof. Fig. 3 is a horizontal section. Fig. 4 is a vertical section. Figs. 5 and 6 are sectional detail views of the inlet-valve on lines 5 5 and 6 6,5respectively, of Fig. 2. Fig. 7 is 7 7 of Fig. 4. Fig. 8 is a sectional edge view of the cam-rim for operating the exhaust mechanism. Figs. 9 and 10 are detail views of the slide device cooperating with the cam-rim. Figs. 1]., 12, and 13 are detail views of the cylinder-heads and appurtenant parts. Fig. 14. is a perspective view of the wire-gauze muflier or exhaust-disintegrator.

Referring to the drawings, the main frame or easing of the engine comprises a central hollow-chamber A, from which radially project three cylinders A.- The lower open end means of a serrated the end of the rod.

1 with said coupling,

7 position to the passage 1) of the casing A is closed by a bottom plate A, having a downwardly-extending column. or sleeve 0 Each of the cylinder sA is pro vided with a circumferential series ,of lon- 6o gitudin'ally-disposed ribs A and the end of said cylinders are closed by heads B, which are secured to said cylinders by any approved means.

Mounted on the top of the chamber A and therewith is a compreferably cast integral mon inlet and mixing chamber having a central opening a, in which Works an inwar lyopening valve a which is connected to a bellcrank lever a, pivotally mounted upon a connection a. The other end of saidlever (1 receives a rod 0 which carries a spring a to adjust the tension of said, lever, and thereby determine the throttling action of the valve a Said spring is adjusted by wedge a, which slides between the spring and a securing-nut upon The coupling a, which is mounted upon a stationary ring a bearing upon the upper side of the'mixing-chamher and retained in position by an upwardlyturned flange surrounding the opening a, is connected with a suitable supply-pipe a for the explosive fluid, and said coupling constitutes a valve-casing for a needle-valve a, which regulates the supply of such explosive fluid- The ring a is held in proper on the upper side of the mixin -chamber by the supply-pipe a and the coup 'ng a. Said supply-pipe may be rigidly. attached to the fluid-tank exterior to the engine. if it is desired, the ring a may be held in position by a separate rod or bracket secured thereto and to a stationary support adjacent to the engine. Anangle-pipe (1/ connected delivers plosive fluid at a point above thevalve 0. and said pipe 0. is closed by a valve a in the end thereof which is connected with the lever a and is adapted to be operated simultaneously. with the operation of the valve a Opening into the common inlet and mix: ing chamber are three passa es on, which communicate with tubular passages o which in turn open into passages bf terminating in inlet-ports for the respective cylinders. Each of the inlet-ports is closed by anlinwardly-openin valve b which finds a seat on the inner si e of the cylinder-head.

Formed on the cylinder-head B in juxtais an exhaust-portposition Of course, v

5 munication wlth a supply of cooling-water in contact with the commutator-ring, an insulatlng-bushing a, secured -m a fixed sup-.

porta a housing a, carrying a spiral spring a to supply the necessary tension to said bearing-block, and a binding-post a whose inner end bears upon the spiral spring. a.

' The respective sections n of the commutatorring are connected to the individual sparking plugs b by conducting-wires agand the return-lead to the source ofcurrent is connected to the engine-casing, as illustrated in Fig. 1.

A base plate or su port C is provided with an ulpwardly-exten ing flanged bearing 0 whic supports the sleeve 0 of the main cas ing. Rigidly fixed in the bearing-plate C is a hollow crank-shaft c, which fits snugly within the sleeve 0 Said crank-shaft terminates in a disk c, bearing upon the bottom plate a, from which disk projects the crank or wrist pin 0?. Secured to the crank or wrist pin 0 by means of suitable pitmen c are three hollow pistons P, which engage the respective cylinders A. The respective pitmen are connected to the wristpin by segmental foot-pieces a, each of which has a bearing upon the surface of the wrist-pin somewhat less than one-third of the total surface of said pin, and the parts aresecured in position by tapered rings c ,-which engage with like tapers on the foot-pieces of the pitman and hold the parts in a secure and adjustable relation. The central orifice c of the crank-shaft opens into the casing A and affords an intake for a current of air which is exhausted through lateral pipes A connected to the casing between the respective cylinders. The crank-shaft c is also pierced with a longitudinal duct 0, which is 1n comand lubricating-oil by means of the pipe 0 Fixed to the base 0 by means of suitable standards d is an exhaust-operating cam D, which has in its upper face two generally parallel grooves d, which intersect at d. The outer groove has a raised surface for one-half of its circumference, (indicated at (2 in Fig. 4.)

1 The ilmer groove and the remaining one-half of the outergroove, including the intersection'at (1 are in a common plane.

(1 is a rocker-shaft, to theouter end of which is secured the exhaust-valve-operating- .lever 6 To the inner end-of the rockershaft is pivoted a link d secured by a suitable ball-and socket joint to a shoe d, which operates in the grooves d" of the cam-ring D.

Surrounding the sleeve 0 and mounted in the bearing 0 of the base-plate C is the speed-regulating sleeve E. The lower end of this sleeve. is notched to provide three cams 0 which 006 crate with similarly-disposed cams e on the earingn ii' On the top of this sleeve rests a loose washer e and in the upper face of this washer e is provided a recess e as shown in Fig. 7.

Secured to the sleeve 0 are three bellcrank levers F, which are connected at their upper ends to the governing-springs b and rest with their opposite ends bearing'upon the washer e The outer end of each governing-spring bis secured to a pivoted lever I), mounted in ears on the cylinder-heads B, and said levers b are adapted to lie adjacent to the downwardly-projecting stems of the exhaust-valves 12 which stems are provided with the-depressions 11 which under certain conditions are engaged by the lever b to hold the valve b open. A suitable handle e, con-- nected with the sleeve E, is provided for rotating the sleeve bodily, causing the same to rise as the cams e and e engage. When this sleeve is mpved in the direction indicated by the arrow 1n Fig. 1, the cams on the bottom of the sleeve will ride upon the cam-lugs e and the sleeve will be raised, causing the bellcranks to be rocked and the governingsprings b to be tightened.

Through each of the cylinders A are drilled a series of auxiliary exhaust-ports G, which are uncoveredby the piston at the inner end of its stroke. These ports are 10- cated-between contiguous ribs A preferably on the rear side of the cylinder-*that is to say, on the side=opposite the direction of.

ports are located on both the front and rear sides of the cylinders. Covering each of these auxiliary exhaust-ports is a roll of gauze g, all of which are'held in position by means of a perforated plate 9 secured to the ribs. The gauze rolls and the perforated plates are omitted from the rear ports G in the various views to avoid unnecessary complication in the drawings; but it is to be understoodthat I may employ the said exhaust- .ports and coverings on either or both sides of the cylinders.

The operation of the engine described above is as .follows: It will be understood that the casing, the cylinders, and the pistons rotate about the fixed crank-shaft c and that thefmovingparts constitute a fly-wheel. Thisengine' operates onwhat is known as the four cycle principle, "and its complete=op=f 'erationanay'b'ebest followed by taking a single cylinder, as X in Figs. 1 and 3, and traclng' its action throughout a complete cycle."

In the position indicated the piston is at its extreme inward stroke. For the purpose of motion ofsaid cylinder-but, as shown, the

illustration we will consider this to be the 1 end of the explosive or power stroke. Now with the cylinders revolving in the direction indicated by the arrow the piston will approach the cylinder-head and the contents of the cylinder will be blown out of the exhaustvalve b, which is open for the purpose. When the cylinder has reached a position diametrically opposite to that indicated at X, the piston will have reached the end of its outer stroke. As it continues to revolve the piston again recedes and creates a vacuum in the cylinder, and the spring I), which holds the exhaust-valve closed, being quite stiff, the inlet-valve b is forced open by the mixed charge of the explosive gases and air which enters through the opening a, passages a, a, and b filling or partly fi' lin the cylinder, according to the amount 0 resistance or throttling which occurs at the valve a When the cylinder has again reached the position X and the piston is at the end of its inner stroke, should there be any vacuum or rarefaction of the gases in the cylinder caused by the resistance or throttling at the explosive mixture, pure air would be drawn in through the auxiliary ports G to supply this vacuum or compensate for the rarefaction. As the cylinders continue to revolve the piston again approaches the cylinder-head and compresses the explosive mixture until it reaches the position nearly opposite to that indicated at X, when the block a? comes in contact with the proper commutatonsection "n, completing the circuit to the sparking plug b of the cylinder, and the explosive mixture is fired. The remaining one-half revolution is a power-stroke. When the cylinder again reaches the position marked X, the piston uncovers the auxiliary exhaust-ports G and the terminal pressure of the explosive charge is allowed to escape through the gauze muffiers g. This brings the cylinder under consideration to the initial position X, where it is ready to begin another cycle. In the above-described operation the explosive fluid,

' lated by the needle-valve a combined charge 18 through the port, closed by the which may be oil, gasolene, gas, or any other suitable fluid, is admitted through the pipe a and as the valve a is drawn inward by the suction-stroke of a piston it carries with it the valve'a in the end of the supply-pipe, thereby admitting a charge of explosive flui and air throu h the valve a into the common mixing-cham er. The amount of the explosive fluid admitted through pipe 0, is reguand the operation of valve a in admitting the mixed charge is determined by the spring a, whose tension is adjusted to re ulate the amount of throttling desired by t e wedge a. The

drawn into the mixingchamber and the connecting passages at each suction-stroke of a piston and passes inwardlyinto the cylinder. The acopening valve 12 tion-of the exhaust mechanism is as follows: In the original position (indicated at X) the shoe (1 of the exhaust-valve-opcrating niechanism is in the outer groove of the ring D, and as the cylinder continues to revolve the shoe ascends the incline d and by means of the rocker-shaft d opens the exhaust-valve b and holds it open for one-half revolution, or until the pistori has reached the outer limit of its stroke near the piston-head. As the engine continues to revolve the shoe, which 1S still in the outer groove, crosses to the inner groove, and during the next one and one-half revolutions the exhaust-valve is closed, during which time the explosive charge is compressed, exploded, and expanded. Should the speed of the engine be too great, -so that the centrifugal force acting upon the long end of the lever I) would overcome the strength of b, said lever would be thrown out against the stem of the exhaust-valve, and when said valve has been raised to its highest point this lever will drop into the notch I) in the stem of the exhaust valve and prevent the valve closing. As the cylinders revolve and the piston again commences its suction-stroke air will be drawn in through the exhaust-valve instead of an explosive charge being drawn through the inlet-valve b There will therefore be no power-stroke for this cycle, and the exhaustvalve will be held. open by the lever 19 until the speed of the engine has been so far reduced that the strength of the spring I) is reater than the centrifugal force on the long end of the lever b", when the springwill draw said lever out of engagement with the stem and the valve will close and an explosive charge will be admitted at the next suctionstroke. It will be seen that the levers I) act as an automatic governor for the speed of the engine, as when the speed becomes excessive they are effective in throwing one or more of the cylinders out of action until the speed decreases. Should it be desired to drive the engine at a hi her rate of speed than the nor mal, it will be necessary to regulate the action of the levers b, which is accomplished by moving the sleeve E in the direction indicated by the arrow in Fig. 1, when the sleeve is raised by the cooperation of the cams C13 and e, as before described, .thereby rocking the bell-cranks to increase the tension of the springs 79 which therefore require a-greater centrifugal force and a corresponding increase in the speed of the engine to overcome their tension. In operating gas-engines of this kind it is frequently found that the normal power required of the cylinders alone, while the third remains idle. I have found it very desirable under such conditions to cool the idle cylinder, and this I accomplish by the cooperation of bell-cranks F and the depression a Washer 6 The lower end of one of the belland its connecting partsthe' in the I o mixing with and diluting the explosive charge by the centrifugal force of the rotating parts,

ders in turn may be thrownout of operationand cooled off by drawing in and exhausting air through the exhaust-valve. It will be apparent that the ring E is moved through a small angular distance by'handle e to raise and lower the said sleeve to increase or diminish the speed of the engine. The ring 6 lies loosely on top of the sleeve E, and when the sleeve is in its lowest position the ends of the bell-cranks F do not engage the ring e [Hence said ring does not rotate. When the sleeve E is raised, bymeans of the cams e and levers e, the ring e will come in contact with the ends of the bell-cranks F, and one of said endswill drop into the depression e thereby causing the'ring e to rotate with the bellcrank, with the result that the spring I) attached to that particular bell crank will be weakened, thereby permitting the exhaust-valve controlled by said spring to be opened, thus throwing the cylinder controlled by said valve out of operation and causing it to pump air; I also provide'a second means for governing'the engine by means of the valve a and the inlet-valves I).- If the spring at, which holds the valve a inclosed position, is weak, very little resistance 1s offered to the entrance of the explosive charge through the opening a, onnecting-- passages, and valve 6 but if this spring'is H vacuum: would be sup stren thened and the resistance to the openin o the valve is suflicient to cause a con si er'able vacuum-in the cylinder at the end of the suction-stroke the cylinder will only be partly filled with the ex losive mixture. This fied by pure air entering through the auxi iary exhaust-ports G. This entering supply or air is prevented from 1 which forces the heavier explosive gas outward against the cylinder-head, where it surrounds the sparking terminal, while the air forms a cushion between the piston and the charge. The explosive charge would, -there' fore, be weakand the resultant power-stroke correspondingly diminished. I The valve In is' provided with a verticalseat and is normally held to its seat by the centrifugal force of the revolvin cylinders. Hence in starting the enginew en it is turned slowly by hand and "a small charge of explosive mixture is admit ted-into the mixing-chamber'this valve is readily ignite.

drawn open and the centrifugal force is not sufiicient to close it. The charge would,

therefore, be drawn into the cylinder and on mixed. Then if the speed of the engine is increased slightly centrifugal force will close one or more of the valves 1) when the char e has been drawn in. This charge will be compressed by the fly-wheel effect of the revolv ing engine and exploded, and the engine will thus be started. By utilizing centrifugal force only for closing the inlet-valve 11 1am enabledto procure a thoroughly-mixed explosive charge and at the same time'relieve the compression of the engine until sufficient momentum or speed is obtained to close the valve b By utilizing'centrifugal force to close the valve b the force required to open the same is directly in proportion to the speed of the engine, being greater when the engine runs fastest, and this in itself constitutes a overnor, which would prevent the engine rom racing. In starting the engine the amount of the charge of the explosive gases may be small and the vacuum produced in the cylinder would be supplied through the auxiliary orts G, thereby establishing a cushion of light 'air behind the explosive charge, which charge would be compressed by the centrifugal actionbetween theaircushion and the head of the cylinder. Hence the gases in the head of the cylinder surrounding the igniter would be'sufficiently rich to The spring a, is made stronger when it is desired to reduce the power of the engine, and, conversely, it is weakened when the engine is to run at a higher rate. The tapering block shown which slides between the spring and the nut for adjusting the tension of said spring may be connected by any suitable operating-lever.

ICO

' I have found with an engine constructed as described above that water-jackets for cooling the cylinders and the other engine parts are whollyunnecessary. Withmy device the 4 cylinders revolve through the airat a ra idrate. The air in contact with the cylin ers and radiating ribs is constantly and rapidly changed. The centrifugal action ofthe rotating parts serves to draw in air through the opening a of the shaft 0, which is immediately exhausted through the tubes A thereby constantly supplying the interior of the casing with fresh air. I have found that under normal conditions the aircooling means is entirely sufficient. However, when the maximum power is re uired for a consider-- able period it is desirab e to cool the pistons, and a supply of cooling-water is drawn in through the ductc and to the interior of the istons and kept in contact with the pistonhead by the centrifugal action.

As before mentioned, another object of my invention is to deaden or reduce the noise of the exhaust and eliminate the discharge of smoke from burning oil or unconsumed gases. This I accomplish by the articular arrangement of the auxiliary'exhaust-ports G and the gauze covers therefor. As will be seen by reference to Fi 1, the ports G are drilled into the cylinderietween the radiating ribs on the side of the cylinder opposite the direction of rotation. The exhaust therefore shoots against receding air in the series of small jets, which is efiective in breaking up the exhaust-gases and rendering the noise of the escape thereof almost inaudible and wholly without the sharp explosion or crackling noise incident to gas-engines of the ordinary type. I further reduce this noise and eliminate the escape of smoke by covering the exhaust-opening G with rolls of wiregauze g, placed between contiguous ribs. This serves to efiectively break up and distribute the exhaust-gases and the smoke which is thrown out into the air that is in rapid motion inthe same direction as very smallparti-- cles or sprays, which renders the smoke entirely invisible and the noise almost inaudible.

By the arrangement of the cylinders, which open into the central casing A a slight distance above the bottom plate A, I obviate the objectionable flooding of any of the c linders with lubricating-oil, as the oil will rain from the cylinders into the center of the casing as soon as the engine comes to rest.

A practically perfect balance of the engine is obtained by the construction shown in that the three cylinders revolving in a horizontal plane rotate about the shaft 0 while the pistons and connecting parts center about the crank-pin. The respective cylinders with their appurtenant parts are made of exactly the same weight, and therefore will produce no uneven strain or torque. This feature is particularly desirable when the engine is used in connection with a motor-vehicle Where the engine is suspended upon springs. As the engine revolves in a horizontal plane, the springs upon which it is supported would neither be compressed nor expanded and the very disagreeable rocking or vibration which is noticeable in vehicles using vertically-reciprocating engines would be eliminated.

It will be seen," therefore, that I have produced an engine that acts as its own flywheel, 'that is self-regulating for a given speed. or power, that may be immediately adjusted through a Wide rai go of speeds by reguating the throttling action of the supplyvalve or adjustingthe regulator-springs of the exhaust-valves, that is cooled by a con-.

tinuously-renewed supply of air, that is selfluhricating, that emits no smoke and pro' duces very little noise at the exhaust, and that rotates in a substantially perfect mechanical balance without objectionable vibration. These qualities render my engine particularly well adapted for use in connection with motor-vehicles.

Having thus described my invention, what I claim is 1. A gas-engine comprising a stationary crank-shaft, a series of cooperating cylinders and pistons rotating about said crank-shaft, means for supplying an explosive charge to the cylinders, means for supplying air between the piston and said charge, and means for igniting and exhausting said charge.

2.' A gas-engine comprising a stationary crank-shaft, a series of cooperating cylinders and'pis'tons rotating about said shaft, means for supplying an explosive charge to said cylinders, an air-inlet in each cylinder adjacent the inner limit of the piston travel whereby a cushion of air is admitted between the piston and said charge, and means for igniting and exhausting said charge.

3. A gas-engine comprising a stationary crank-shaft, a series of cooperating cylinders and pistons rotating about said shaft, means for supplying an explosive char e to said cylinders, a combined air inlet and exhaust ad'- jacent the inner limit of the piston travel comprising a series of orifices wherebythe air is admitted next to the piston at the end of the suction-stroke and the exploded gases are partially exhausted at the end of the power-stroke, and means for igniting and finally exhausting said charge.

4. An explosive-gas engine provided with means for muflling the exhaust, comprising a series of orifices in the cylinder near the limit of thepowei'stroke, and means near said orifices to dissipate the exhaust-gases.

5. An explosive-gas engine comprising a stationary crank-shaft, a series of cooperating cylinders and pistons rotating about said shaft, and a series of longitudinal ribs on said cylinders, each cylinder being provided with a series of exhaust-openings between the ribs on the cylinder on the side opposite the direction of motidn of said cylinder, whereby the noise of the exhaust is reduced.

'exhaust-gases.

said casing having peripheral openings,"

whereby air is drawn in through said shaft and expelled through said openings to cool the engine parts.

9.- An explosive-engine comprising a stationary crank-shaft having a longitudinal duct, a hollow casing revolving in a horizontal plane about said crank-shaft, radially dis posed cylinders opening into said casing, hollow pistons working in said cylinders and operatively connected to said crankshaft,'and

' a source of cooling-water connected to said crank-shaft duct, whereby water will be forced into said casing and cylinders to cool the same.

10 .v An explosive-gas engine comprising a cylindena'nd iston, a vertical hollow stationary shaft, a iiollow engine-casing communicating with and rotating about-said shaft,

'anda series of radial tubes opening into said casing, Wherebyair is drawn in through said shaft and expelled through said tubes to cool the engine parts.

11. An explosive-gas engine comprising a stationary crank-shaft, a hollow casingcarrying cooperatin cylinders and pistons rotating about sai shaft, a common adjustable suppl'y-valve for admitting predetermined amounts of explosive fluid and air, an

exhaust-valve for each cylinder, means for operating .the same, and means controlled by centrifugal force to hold the exhaust-valve let-valve for each cylinder opened under the open when the speed of the engine becomes excessive. f 1

12. An explosive-gas engine, comprising a stationary crank-shaft, cooperating cylinders and pistons rotating about-said shaft, an insuction action of the piston during the inlet- -Whereby said valves are held open'succesthe speed of said engine may be regulated.

1 stationary crank-shaft, co-iiperating cylinders and pistons rotating about said shaft, an in let-valve for each cylinder held to its 'seat by centrifugal force and opened under the sue-- tion action of the piston during the inletstroke, an exhaust-valve for each cylinder, means for operating the same, and adjustable means for holding an exhaust-valve 0 en, whereby the corresponding cylinder is t own out of operation.

14. An explosive-gas engine comprising a stationary crankshaft, a hollow casing carrying cooperating cylinders and pistons rotating about said shaft, an inletfvalve for each cylinder, an exhaust-valve for each cylinder, means for operating the same, and means cooperating with said exhaust-valves 75 sively and the res ective cylinders are cooled by drawing in an discharging air.

15. An explosive-gas engine, comprising a stationary crank-shaft, cooperating cylinders. and pistons rotating about said shaft, an in se let-valve for each cylinder held to its seat by v centrifugal force and opened by an explosive charge, an exhaust-valve for each cylinder, means for operating the same, a springpressed lever cooperating with said exhaustvalve to hold the same open when the pressure of said spring is relieved, and means to adjust the tension of said spring, whereby the action of the exhaust-valve is controlled and In testimony whereof I affix my signature in presence of two witnesses.

, FAY OSCAR FARWELL. Witnesses: C. E. MULLIN, EUGENE AoAMs. 

